EP3390137B1 - Procédé de commande d'une force de contact entre une caténaire et au moins un pantographe d'un véhicule ferroviaire - Google Patents

Procédé de commande d'une force de contact entre une caténaire et au moins un pantographe d'un véhicule ferroviaire Download PDF

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Publication number
EP3390137B1
EP3390137B1 EP16825714.5A EP16825714A EP3390137B1 EP 3390137 B1 EP3390137 B1 EP 3390137B1 EP 16825714 A EP16825714 A EP 16825714A EP 3390137 B1 EP3390137 B1 EP 3390137B1
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EP
European Patent Office
Prior art keywords
contact wire
current collector
contact
rail vehicle
pantograph
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EP16825714.5A
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German (de)
English (en)
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EP3390137A1 (fr
Inventor
Jörg-Torsten MAASS
Wolfram Tessmer
Thomas Nagel
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3390137A1 publication Critical patent/EP3390137A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B60M1/28—Manufacturing or repairing trolley lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/20—Details of contact bow

Definitions

  • the invention relates to a method for controlling a contact force between a contact wire and at least one current collector of a rail vehicle, a device for carrying out the method and a rail vehicle with the device.
  • pantographs in a group are subjected to the same pressure.
  • the speed and direction of travel dependent contact force adjustment is achieved by smoke deflectors.
  • two-stage or continuously adjustable controls are used for pantographs.
  • the controls mentioned control the pantograph only statically. Results from test drives and simulations show that the standard deviations from the target value of the contact force are often too high. These standard deviations cannot be sufficiently reduced with a static control.
  • Pantograph with a Contact force control has so far not caught on due to high costs and a lack of practical suitability and experience. If the control properties of the pantographs are not sufficient for multiple traction, the permissible maximum speeds are reduced or the total number of vehicle units or active pantographs permitted for the multiple traction is limited.
  • the pamphlet DE 10 2013 201 534 A1 describes a sensor arrangement on a contact strip of a current collector. Sensor elements are used to detect a current level that is generated by a current flow in the contact strip. An evaluation unit is designed to assign a measure of the contact quality of an existing sliding contact to the current intensities that have been recorded. If the contact quality is too poor, a controlled lifting device can be used to react by increasing the contact pressure of the contact strip on a contact wire. The disadvantage here is that the contact quality must first be measured before the lifting device is activated. In addition, the contact strip is equipped with sensors, which means that more work on the pantograph is required.
  • the pamphlet EP 2 551 143 A2 discloses an infrared monitoring system for a contact position between a pantograph and a trolley wire.
  • the surveillance system comprises an infrared thermal imager and a visible light camera, the field angles of the infrared thermal imager and the camera including the contact position between the pantograph and the contact wire.
  • a LiDAR Light Detection and Ranging
  • the height of the contact wire at the contact position can also be measured.
  • a disadvantage is the complex technical equipment.
  • the monitoring system can only determine positions with insufficient contact and transmit them to an outstation.
  • the pamphlets JP 2006-302130 and KR2013-0067870 relate to other methods for measuring a contact point between a pantograph and a contact wire.
  • JP H03 93402 a method of controlling a contact force and a height of a trailing pantograph, wherein a pushing-up force of the pantograph is controlled.
  • the invention is therefore based on the object of creating a method and a device with which an improved determination of the contact force to be set between a Pantograph and a contact wire takes place, the construction effort for the device is low.
  • This object is achieved according to the invention with a method for controlling a contact force between a contact wire and at least one pantograph of a rail vehicle according to claim 1. Furthermore, the object is achieved with a device for carrying out the method according to claim 10 and a rail vehicle according to claim 14.
  • Advantageous configurations of the invention are contained in the subclaims.
  • the object is achieved in a method for controlling a contact force between a contact wire and at least one pantograph of a rail vehicle.
  • at least one property relating solely to the contact wire between two consecutive suspension points and at the suspension points themselves is determined at at least one position along the rail vehicle and the height of the pantograph and thus the contact force between the contact wire and the pantograph as a function of the property of the contact wire is set, the current collector being moved up and down along the direction of travel in a vertical direction of the rail vehicle and the contact force being kept constant, taking into account a predetermined tolerance range.
  • the property of the contact wire can be, for example, an altitude and / or a lateral position. Furthermore, the property can be a change in position of the contact wire, which can be determined on the basis of an acceleration of a contact strip of the pantograph. A frequency and / or amplitude of an oscillation of the contact wire can also be derived from the acceleration. The property can also be a pressure of the contact wire on a pressure sensor. Active control of the pantograph is carried out depending on the property determined. The property of the contact wire can be determined in the direction of travel in front of the controlled pantograph or directly on the controlled pantograph. With this method a predictive control of pantographs in the train formation is possible with multiple traction.
  • the contact force at the suspension points of the contact wire is set to be greater within the tolerance range than between the suspension points, the pantograph being raised less between the suspension points relative to the contact wire than at the suspension points.
  • stiffer areas at the suspension points alternate with less rigid areas between the suspension points. The active control reacts to these differently stiff areas by adjusting the contact force of the pantograph. This improves the driving behavior of the train set.
  • a suspension point of the contact wire can already be recognized before a pantograph reaches the suspension point and the pantograph is activated at the suspension point in accordance with a predefined contact force.
  • the detection of a position of a suspension point or a change in line sections, a so-called post-tensioning, enables a maximum or minimum force to be avoided at a suspension point or at a post-tensioning.
  • the pantograph is controlled in two stages, with a maximum force and a minimum force or continuously.
  • a leading pantograph usually has no problem with the approval requirements. It is possible to largely utilize maximum and minimum forces within the permissible limit values. This can influence vibration of the contact wire. In the case of multiple traction, the contact wire has a vibration on a trailing pantograph that is lower or the frequency of which is more favorable.
  • a stepless control is particularly flexible and can react even more precisely to the properties of the contact wire.
  • a height of the contact wire and / or a geometric course of the contact wire in the form of a zigzag line are determined, wherein by means of at least two measuring arrangements at at least two measuring positions in a transverse direction of the rail vehicle each a current value is measured, which is generated by the contact wire in the measuring arrangement, and each current value depending on a vertical and / or a horizontal position of the contact wire along the zigzag line, which is also referred to as lateral position, increases or decreases.
  • the height and / or lateral position of the contact wire thus influences the measured values in the measuring arrangements. With the help of the two measuring positions, it is therefore possible to determine the lateral position and / or the height of the contact wire.
  • the measured values can also be used to determine a position of a mast or the suspension point and / or a post-tensioning.
  • the suspension point is determined on the basis of an edge position of the current value at one of the two measurement positions in the transverse direction of the rail vehicle and the pantograph is raised less strongly in the direction of the contact wire between the suspension points than at the suspension points.
  • stiff areas at the suspension points alternate with less stiff areas between the suspension points at a mast spacing.
  • the active control reacts to the different stiffnesses.
  • the contact force between the pantograph and the contact wire can be optimized along the direction of travel of the rail vehicle.
  • an acceleration of the contact wire between and at the suspension points is determined and the pantograph is raised or lowered as a function of the acceleration of the contact wire.
  • the control of the pantograph can react to an acceleration of the contact wire and adjust the contact force as a function of the acceleration of the contact wire.
  • a pressure of the contact wire is determined on a pressure sensor between the suspension points and the current collector is raised or lowered depending on the pressure of the contact wire on the pressure sensor.
  • At least one leading pantograph can be moved up and down during the journey according to a property of the contact wire, whereby a constant contact force is generated taking into account the tolerance range, and this property of the contact wire can be influenced for at least one subsequent pantograph, so that the contact force of the subsequent pantograph remains constant, also taking into account the tolerance range.
  • At least one pantograph leading in a train is actively controlled in order to improve a property of the contact wire for at least one following or trailing pantograph, e.g. oscillation or sagging of the contact wire.
  • the vibration of the contact wire is preferably reduced or brought to a predefined frequency.
  • at least one downstream pantograph can be actively controlled in order to react to the properties of the contact wire determined by the preceding pantograph.
  • each pantograph can be a leading pantograph.
  • each pantograph can be a trailing pantograph.
  • an individual control for each pantograph or a train-wide control of pantographs is preferably carried out.
  • a problematic point of failure can already be identified before a certain pantograph reaches this point of failure. There is then enough time to adjust the contact force on the point of failure. Therefore a train-wide control of the pantographs can be carried out, which is slower than individual controls of pantographs.
  • Individual controls can each be coupled with their own detection device for properties of the contact wire.
  • the object is achieved in a device for performing a method, the device having at least one sensor unit and at least one evaluation unit and comprises at least one pantograph controller coupled to one another.
  • the sensor unit comprises at least one sensor for at least one property relating solely to the contact wire. So it is only a little construction effort required.
  • the sensor unit comprises at least one position sensor, an acceleration sensor and / or a pressure sensor.
  • the altitude and / or the lateral position of the contact wire can be determined from the measured values of the position sensor.
  • the acceleration sensor can measure the acceleration of the contact strip of the pantograph.
  • a change in position of the contact wire can be determined on the basis of the measured values.
  • the pressure sensor measures a pressure curve in a bellows between the base frame and the forearm of the pantograph.
  • a GPS system can be used in conjunction with known location plans for the contact wire along a route. The values determined in this way are compared with measured values from the sensor unit. In the event of deviations, the speed of the rail vehicle can be reduced. Depending on the nature of the discrepancies, further remedial measures can be taken.
  • the position sensor can be arranged on at least one leading end of the rail vehicle, preferably above a driver's cab, and / or on a leading current collector.
  • the property of the contact wire can therefore be determined in the direction of travel in front of the leading pantograph or directly on the leading pantograph.
  • the arrangement of the position sensor at the head of the train formation causes a predictive detection of the properties of the contact wire in multiple traction so that a trailing pantograph can be actively controlled.
  • the position sensor comprises at least two measuring arrangements between a contact wire section and a roof area of the rail vehicle, which are connected to at least one evaluation unit, each measuring arrangement having at least one capacitive unit, which includes the contact wire section and one sensor element each, and at least two Current measuring units each connect a sensor element to the roof area of the rail vehicle.
  • the object is achieved with a rail vehicle with at least one such device.
  • a rail vehicle that is equipped with the device has improved driving characteristics. This enables higher permissible maximum speeds or trains with a higher total number of vehicle units.
  • Fig. 1 shows a partial area 20 of a rail vehicle system, which is otherwise not shown in any further detail.
  • the sub-area 20 comprises a rail vehicle or a train formation 2, a contact wire 21, a first mast 27 and a second mast 28.
  • the rail vehicle 2 has a multiple unit and is equipped with a first current collector 24, a second current collector 25 and a third current collector 26.
  • a first sensor unit 22 is arranged in front of the first current collector 24 in the longitudinal direction x of the rail vehicle 2.
  • a second sensor unit 23 is arranged in front of the second current collector 25, counter to the longitudinal direction x of the rail vehicle 2.
  • a contact wire 21 is attached to a first mast 27 in a first suspension point 29.
  • the contact wire 21 is also attached to a second mast 28 at a second suspension point 30.
  • a device 40 according to the invention comprises a sensor unit 22, 23, an evaluation unit 12 and a current collector control, which are connected in series.
  • a position sensor 1 with three measuring arrangements between a contact wire section 3 and a roof area 4 of the rail vehicle 2 is shown.
  • Each measuring arrangement has a capacitive unit 5 which comprises the contact wire section 3 and a sensor element 7 in each case.
  • each measuring arrangement comprises a current measuring unit 11, which is electrically and mechanically connected to the associated sensor element 7 and the roof area 4.
  • the evaluation unit 12 is electrically and mechanically connected to all of the current measuring units 11.
  • Each sensor element 7 is formed from an electrically conductive or a semiconducting material, e.g. conductive varnish on a carrier material, and is attached to at least one insulating holder 13.
  • the insulating mounts 13 are also attached to the roof area 4.
  • Each insulating holder 13 must safely and reliably electrically isolate the associated sensor element 7 from the roof area 4, even under environmental influences, such as condensation, rain, dirt or snow.
  • the first sensor unit 22 measures current values and forwards the measurement signals to the evaluation unit 12.
  • the evaluation unit 12 analyzes the measurement signals and uses them to determine the height and lateral position of the contact wire 21.
  • the evaluation unit 12 then calculates a required contact force between the first pantograph 24 and the contact wire 21 and forwards corresponding control signals to a controller of the first pantograph 24.
  • the first pantograph 24 is raised or lowered as a function of the current altitude and the current lateral position of the contact wire 21.
  • the second pantograph 25 and the third pantograph 26 can also be raised or lowered in order to set a required constant contact force.
  • the second sensor unit 23 measures current values and forwards the measurement signals to the evaluation unit 12. The altitude, the lateral position and the required contact force are then calculated and the second pantograph 25 is controlled in the same way as for the first pantograph 24.
  • a forward-looking and active control of a trailing or third pantograph 26 takes place in the direction of travel x in the train set 2. Contrary to the direction of travel x, a predictive and active control of the trailing or third pantograph 26 also takes place in the train set 2 Active control of the first pantograph 24 or the second pantograph 25 improves the mechanical properties of the contact wire 21 for the trailing or third pantograph 26 or reduces an unfavorable influence on the contact wire 21.
  • a high voltage S is applied to the capacitive unit 5 between the contact wire section 3 and the associated sensor element 7. If the high voltage S is an alternating voltage, this generates a current in the sensor element 7, which is conducted from the sensor element 7 via the respective associated current measuring unit 11 to the roof area 4. This current is measured by the current measuring units 11.
  • the current measuring units 11 forward measuring signals to the evaluation unit 12. Properties of the contact wire section 3 can be determined from the measurement results, i.e. an altitude and a lateral position of the contact wire section 3.
  • the position sensor 1 is arranged in the direction of travel x and opposite to the direction of travel x at a tip of the train set 2. Alternatively, the position sensor 1 can be integrated into the first current collector 24 and into the second current collector 25.
  • An acceleration sensor measures an acceleration of a contact strip of the first current collector 24, which is caused by a change in the position of the contact wire 21, and forwards measurement signals to the evaluation unit 12.
  • the evaluation unit 12 then emits control signals to the control of the first current collector 24.
  • the current collector 24 is raised or lowered as a function of the momentarily measured acceleration of the contact wire 21.
  • An acceleration sensor (not shown) on the second pantograph 25 also measures accelerations of the contact wire 21 and forwards measurement signals to the evaluation unit 12.
  • the second current collector 25 is controlled in the same way as with the first current collector 24.
  • a rail vehicle with a conventional pantograph control can be retrofitted with the device 40 in order to carry out a method according to the invention for controlling a contact force between a contact wire 21 and at least one pantograph 24, 25, 26 of a rail vehicle 2.
  • a pantograph control with or without a proportional valve can be used to move the pantograph up and down. If a proportional valve is available, either a processor on a valve control panel can specify the pressure for the pantograph control or the proportional valve can be controlled directly by the train control. If instead of the proportional valve there are at least two valves with different pressure levels, this type of pantograph control can also be used.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Claims (14)

  1. Procédé de commande d'une force de contact entre une caténaire (21) et au moins un pantographe (24, 25, 26) d'un véhicule ferroviaire (2), au moins une propriété relative uniquement à la caténaire (21) entre respectivement deux points de suspension consécutifs (29, 30) et au niveau des points de suspension (29, 30) eux-mêmes étant déterminée au moyen d'un capteur de position pendant le trajet du véhicule ferroviaire (2) au niveau d'au moins une position le long du véhicule ferroviaire (2) et la force de contact entre la caténaire (21) et le pantographe (24, 25, 26) étant réglée en fonction de la propriété de la caténaire (21), le pantographe (24, 25, 26) étant déplacé vers le haut et vers le bas le long de la direction de trajet (x) dans une direction verticale (z) du véhicule ferroviaire (2) et la force de contact étant maintenue constante en tenant compte d'une plage de tolérance prédéterminée, une commande active réagissant sur des zones plus rigides au niveau des points de suspension (29, 30) et des zones moins rigides entre les points de suspension (29, 30) en réglant la force de contact du pantographe (24, 25, 26), la force de contact étant réglée dans la plage de tolérance de façon plus élevée au niveau des points de suspension (29, 30) de la caténaire qu'entre les points de suspension (29, 30).
  2. Procédé selon la revendication 1, caractérisé en ce que le pantographe (24, 25, 26) est soulevé moins fortement entre les points de suspension (29, 30) relatifs à la caténaire (21) qu'aux points de suspension (29, 30).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce qu'un point de suspension (29, 30) de la caténaire (21) est détecté avant qu'un pantographe (24, 25, 26) n'atteigne le point de suspension (29, 30) et le pantographe (24, 25, 26) est activé au point de suspension (29, 30) selon une force de contact prédéfinie.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que le pantographe (24, 25, 26) est commandé en deux étapes avec une force maximale et une force minimale ou en continu.
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce qu'une position de hauteur de la caténaire (21) et/ou un tracé géométrique de la caténaire (21) sont déterminés sous la forme d'une ligne en zigzag, une valeur de courant étant respectivement mesurée au moyen d'au moins deux systèmes de mesure au niveau d'au moins deux positions de mesure dans une direction transversale (y) du véhicule ferroviaire (2), laquelle valeur de courant est générée par la caténaire (21) dans le système de mesure, et chaque valeur de courant augmentant ou descendant le long de la ligne en zigzag en fonction d'une position verticale et/ou horizontale de la caténaire (21).
  6. Procédé selon la revendication 5, caractérisé en ce que le point de suspension (29, 30) est déterminé à l'aide d'une position de bord de la valeur de courant à l'une des deux positions de mesure dans la direction transversale (y) du véhicule ferroviaire (2) et en ce que le pantographe (24, 25, 26) est soulevé moins fortement entre les points de suspension (29, 30) dans la direction de la caténaire (21) qu'au niveau des points de suspension (29, 30).
  7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce qu'une accélération de la caténaire (21) entre et au niveau des points de suspension (29, 30) est déterminée et en ce que le pantographe (24, 25, 26) est soulevé ou abaissé en fonction de l'accélération de la caténaire (21).
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce qu'une pression de la caténaire (21) est déterminée sur un capteur de pression entre et au niveau des points de suspension (29, 30) et en ce que le pantographe (24, 25, 26) est soulevé ou abaissé en fonction de la pression de la caténaire (21) sur le capteur de pression.
  9. Procédé selon l'une des revendications 1 à 8, caractérisé en ce que, en traction multiple avec au moins deux pantographes (24, 25, 26), au moins un pantographe de tête (24, 25) est déplacé vers le haut et vers le bas pendant le trajet selon une propriété de la caténaire (21), une force de contact constante étant générée en tenant compte de la plage de tolérance, et cette propriété de la caténaire (21) étant influencée pour au moins un pantographe suivant (26) de sorte que la force de contact du pantographe suivant reste également constante en tenant compte de la plage de tolérance.
  10. Procédé selon la revendication 9, caractérisé en ce que, en traction multiple, est effectuée une commande individuelle pour chaque pantographe (24, 25, 26) ou une commande des pantographes (24, 25, 26) à l'échelle du train .
  11. Dispositif (40) de mise en œuvre d'un procédé selon l'une des revendications 1 à 10, dans lequel le dispositif (40) comprend au moins une unité de capteur (22, 23), au moins une unité d'évaluation (12) et au moins une commande de pantographe, lesquelles sont couplées les unes aux autres, et l'unité de capteur (22, 23) comprenant au moins un capteur de position destiné à au moins une propriété relative uniquement à la caténaire (21), le capteur de position (1) comprenant au moins deux systèmes de mesure entre une section de caténaire (3) et une zone de toit (4) du véhicule ferroviaire (2), lesquelles sont reliées à au moins une unité d'évaluation (12), chaque système de mesure présentant au moins une unité capacitive (5) qui comprend la section de caténaire (3) et respectivement un élément de capteur (7), et au moins deux unités de mesure de courant (11) reliant respectivement un élément de capteur à la zone de toit (4) du véhicule ferroviaire (2).
  12. Dispositif (40) selon la revendication 11, caractérisé en ce que l'unité de capteur (22, 23) comprend au moins un capteur d'accélération et/ou un capteur de pression.
  13. Dispositif (40) selon la revendication 11 ou 12, caractérisé en ce que le capteur de position (22, 23) est disposé sur au moins une extrémité avant du véhicule ferroviaire (2), de préférence au-dessus d'une cabine de conduite, et/ou sur un pantographe principal (24, 25).
  14. Véhicule ferroviaire (2) comportant au moins un dispositif (40) selon l'une des revendications 11 à 13.
EP16825714.5A 2015-12-15 2016-12-15 Procédé de commande d'une force de contact entre une caténaire et au moins un pantographe d'un véhicule ferroviaire Active EP3390137B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015121879.8A DE102015121879A1 (de) 2015-12-15 2015-12-15 Verfahren zum Steuern einer Kontaktkraft zwischen einem Fahrdraht und mindestens einem Stromabnehmer eines Schienenfahrzeugs
PCT/EP2016/081250 WO2017102979A1 (fr) 2015-12-15 2016-12-15 Procédé de commande d'une force de contact entre une caténaire et au moins un pantographe d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3390137A1 EP3390137A1 (fr) 2018-10-24
EP3390137B1 true EP3390137B1 (fr) 2021-02-24

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EP16825714.5A Active EP3390137B1 (fr) 2015-12-15 2016-12-15 Procédé de commande d'une force de contact entre une caténaire et au moins un pantographe d'un véhicule ferroviaire

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EP (1) EP3390137B1 (fr)
CN (1) CN210212053U (fr)
DE (1) DE102015121879A1 (fr)
ES (1) ES2856947T3 (fr)
WO (1) WO2017102979A1 (fr)

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EP4304888A1 (fr) * 2021-03-10 2024-01-17 Schunk Transit Systems GmbH Collecteur de courant et son procédé de fonctionnement

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WO2017102979A1 (fr) 2017-06-22
EP3390137A1 (fr) 2018-10-24
DE102015121879A1 (de) 2017-06-22
CN210212053U (zh) 2020-03-31
ES2856947T3 (es) 2021-09-28

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